CA1270159A - Spark timing control of multiple fuel engine - Google Patents
Spark timing control of multiple fuel engineInfo
- Publication number
- CA1270159A CA1270159A CA000524327A CA524327A CA1270159A CA 1270159 A CA1270159 A CA 1270159A CA 000524327 A CA000524327 A CA 000524327A CA 524327 A CA524327 A CA 524327A CA 1270159 A CA1270159 A CA 1270159A
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- engine
- fuel ratio
- determining
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
- F02P5/14—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on specific conditions other than engine speed or engine fluid pressure, e.g. temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
- F02P5/1527—Digital data processing dependent on pinking with means allowing burning of two or more fuels, e.g. super or normal, premium or regular
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
ABSTRACT OF THE DISCLOSURE
A method for controlling the amount of spark advance for an internal combustion engine using a fuel mixture having a first and a second fuel of different volatility and volumetric energy content. The percentage of the first fuel in the fuel mixture is sensed and a desired base spark advance is determined. The desired base spark advance is adjusted as a function of the percentage of the first fuel to achieve a desired engine operating condition.
A method for controlling the amount of spark advance for an internal combustion engine using a fuel mixture having a first and a second fuel of different volatility and volumetric energy content. The percentage of the first fuel in the fuel mixture is sensed and a desired base spark advance is determined. The desired base spark advance is adjusted as a function of the percentage of the first fuel to achieve a desired engine operating condition.
Description
~ 70 ~A9 SPARK_TIMING CONTROL OF MULTIPLE FUEL ENGINE
This invention relates to a method for controlling the utilization of a fuel mixture containing more than one type of fuel in an internal combustion engine.
U.S. Patent No. 3,750,635 issued to Hoffman et al teaches a fuel control system for an internal combustion engine that may use one of a number of different grades of fuel, such as diesel and turbine ~0 fuels. The system uses a light source and a pair of photocells to measure the light transmission of the particular fuel being used to adjust the amount of fuel supplied to the engine.
U.S. Pakent 4,369,736 issued to Ito teaches a control system for an engine using a blend of gasoline and alcohol in which an increasing amount of hot air is admitted to the induction system as the concentration of the alcohol increases, thereby providing proper atomization of the fuel. An alcohol sensor detects the concentration of the alcohol in the fuel and provides a signal to an electronic control unit which opens a ,s ~i ,, ..
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control valve to allow more hot air heated by the exhaust manifold to pass into the nose of the air cleaner and then to the carburetor. The alcohol sensor detects the concentration of alcohol by a change in the electro~tatic capacity of the fuel.
U.S. Patent 4,323,0~6 issued to Barber teache~ a dual fuel blend system having a first liquid storage tan~
for containing a petroleum fuel and a second liquid storage tank for containing a nonpetroleum fuel.
U.S. Patent g,43~,749 i6sued to Schwippert teaches the use of a fuel sen60r u6ing an index of light refraction to determine the ratio of gasoline and alcohol in a particular fuel. The 6en60r emit~ a ~ignal a~ a variable for ~he control of a dosage device of the air fuel ratio. An electronic circuit i6 connected to ~he ~ensor to control ~he dosage device in accordance with the determined state or compo~ition.
Japanese publication 56-165772 teache6 a system for adjusting the ignition timing of an engine which is supplied with a mixture o~ gasoline and alcohol. An alcohol concentration ~ensor u~ing a capacitor pro~ides a ~ignal to an alcohol concentration detection circuit to advance the ignition timing when the concentration of the alcohol ha6 exceeded a predetermined amount.
U.S. Patent 4,031,864 is6ued to Crothers teaches supplying an engine with a multiple fuel which is phase separable to form a two-phase liquid and supplying the combustion engine with liquid selected from the liquid withdrawn from the upper phase, the liquid withdrawn from the lower pha6e, and liquid withdrawn from both the upper phase and the lower phase.
There 6~ill remains a need for an improved method of controlling the amount of a fuel mixture havin~
at lea6t two different fuel~, to be supplied to an internal combustion engine. These are some of the problem~ this invention overcomes.
: .
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7~
In accordance with the presant invention, there is provided a method for controlliny operation of an internal combustion engine using a fuel mixture, including a first and a second fuel of different volatility and volumetric energy content, wherein the method includes controlling t:he spark advance during open and closed loop engine control operation by the steps of: sensing a parameter related to the percentage of the first fuel in the fue]. mixture, determining the percentage of the first fuel in the fuel mixture during open and closed loop engine c:ontrol operation, and determining a base spark advance as a function of percentage of the first fuel to achieve a stoichiometric engine operating condition, by adjusting the base spark advance of engine operating conditions using two predetermined engine speed and load maps, a ~irst engine speed and load map haviny stored values as a function of the first fuel, and a second engine speed and load map having stored values as a function of the second fuel.
The invention is described further, by way of illustration, with reference to the accompanying drawings, in which:
Figure 1 is a schematic diagram, partly in block form and cross-section, of a fuel supply system for an internal combustion engine in accordance with an embodiment of this invention;
Figure 2 is a block logic flow diagram of a method for controlling the amount of fuel mixture, having more than one fuel type, in accordance with an embodiment of this invention;
Figures 3A and 3B show a more detailed block logic flow diagram than Figure 2 of a method for controlling the amount of fuel mixture, having more than one fuel typ~, in accordance with an embodiment of this invention;
Figure 4 is a graphical representation of sensor frequency versus percentage of methanol in the fuel mix~ure;
,:~
. ,..-. . '' ..
~'70~9 Figure 5 is a graphical representation o~ a spark interpolation factor versus percentage methanol in the fuel mixture; and Figure 6 is a graphical representation of a volatility interpolation fact:or for cold start and cold opQration fuel enrichment.
Referring to Figure 1, an internal combustion engine system 10 includes a fuel tank 11 which supplies fuel through a fuel pump 12 to the series connection o~
a fuel filter 13, a fuel press-lre reyulator 14 and a fuel intake port 15 to be combined with air ~or introduction into cylinder 16. The air ~low is throuyh an air cleaner 17 past an air flow meter 18 and past a throttle body 19 or an idle speed control air bypass valve 20. Exhaust gas recirculation flow is from an exhaust manifold 21 through a passage 22 to an exhaust gas recirculation valve 23 and then through the intake manifold 24 into the intake of the cylinder 16.
An optical sensor 25 monitors the index of refraction of the fuel flowing from fuel tank ll to fuel pump 12, fuel filter 13, pressure regulator 14, and fuel intake port 15. In particular, the composition o~ the return fuel from the pressure regulator 14 is measured by the optical sensor 25 and returned to the fuel tank 11.
Optical sensor 25 produces a voltage indicative o~ the amounts of two fuels in the fuel mixture passing from fuel presure regulator 14 to ~uel intake port 15. An optical sensor pick up structure for sensing the index of refraction of a fuel mixture to determine the proportion of two fuel types in the fluid mixture is taught, for example, in U.S. Patent No.
4,438,749 issued to Schwippert on March 27, 1984.
An electronic engine control module 26 includes a microprocessor which interprets input data from a number of sensors, and provides the prop~r actuator r~sponse. Table l shows the control module input sensor/switch nomenclature.
,, . :.
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iL~ 7~ 3 SENSOX/SWITCH NOMECLATURE
PIP Profile Ignation Pick~up TP Throttle Angle Position ECT Engine Coolant, Temperature VAF Vane Air Flow Sensor (Inducted Engine Air A/C Air Condition Clutch (On or Off Switch) N/D Neutral/Drive Switch VAT Vane Air Tempe,rature Based on information received from the sensors listed in Table 1, the electronic control module 26 provides an output signal to the idla speed control air bypass valve 20, fuel intake ports 15 and spark timing.
Control of engine operation by an electronic control module is taught in U.S. 3,969,614 issued to Moyer et al on July 13, 1976.
In operation, an electronic engine control strategy of control module 26 is used to operate an internal combustion engine. Ths control strategy is divided into two portions: a base engine strategy and a modulator strategy.
The base engine strategy provides the control logic for a fully warmed engine during city and highway driving. The base engine strategy is divided into the following five exclusive engine operating modes, to achieve optimum driving condition:
1. Crank mode
This invention relates to a method for controlling the utilization of a fuel mixture containing more than one type of fuel in an internal combustion engine.
U.S. Patent No. 3,750,635 issued to Hoffman et al teaches a fuel control system for an internal combustion engine that may use one of a number of different grades of fuel, such as diesel and turbine ~0 fuels. The system uses a light source and a pair of photocells to measure the light transmission of the particular fuel being used to adjust the amount of fuel supplied to the engine.
U.S. Pakent 4,369,736 issued to Ito teaches a control system for an engine using a blend of gasoline and alcohol in which an increasing amount of hot air is admitted to the induction system as the concentration of the alcohol increases, thereby providing proper atomization of the fuel. An alcohol sensor detects the concentration of the alcohol in the fuel and provides a signal to an electronic control unit which opens a ,s ~i ,, ..
,:
.. . . .
::
~ 7~
control valve to allow more hot air heated by the exhaust manifold to pass into the nose of the air cleaner and then to the carburetor. The alcohol sensor detects the concentration of alcohol by a change in the electro~tatic capacity of the fuel.
U.S. Patent 4,323,0~6 issued to Barber teache~ a dual fuel blend system having a first liquid storage tan~
for containing a petroleum fuel and a second liquid storage tank for containing a nonpetroleum fuel.
U.S. Patent g,43~,749 i6sued to Schwippert teaches the use of a fuel sen60r u6ing an index of light refraction to determine the ratio of gasoline and alcohol in a particular fuel. The 6en60r emit~ a ~ignal a~ a variable for ~he control of a dosage device of the air fuel ratio. An electronic circuit i6 connected to ~he ~ensor to control ~he dosage device in accordance with the determined state or compo~ition.
Japanese publication 56-165772 teache6 a system for adjusting the ignition timing of an engine which is supplied with a mixture o~ gasoline and alcohol. An alcohol concentration ~ensor u~ing a capacitor pro~ides a ~ignal to an alcohol concentration detection circuit to advance the ignition timing when the concentration of the alcohol ha6 exceeded a predetermined amount.
U.S. Patent 4,031,864 is6ued to Crothers teaches supplying an engine with a multiple fuel which is phase separable to form a two-phase liquid and supplying the combustion engine with liquid selected from the liquid withdrawn from the upper phase, the liquid withdrawn from the lower pha6e, and liquid withdrawn from both the upper phase and the lower phase.
There 6~ill remains a need for an improved method of controlling the amount of a fuel mixture havin~
at lea6t two different fuel~, to be supplied to an internal combustion engine. These are some of the problem~ this invention overcomes.
: .
' ..:. , :
7~
In accordance with the presant invention, there is provided a method for controlliny operation of an internal combustion engine using a fuel mixture, including a first and a second fuel of different volatility and volumetric energy content, wherein the method includes controlling t:he spark advance during open and closed loop engine control operation by the steps of: sensing a parameter related to the percentage of the first fuel in the fue]. mixture, determining the percentage of the first fuel in the fuel mixture during open and closed loop engine c:ontrol operation, and determining a base spark advance as a function of percentage of the first fuel to achieve a stoichiometric engine operating condition, by adjusting the base spark advance of engine operating conditions using two predetermined engine speed and load maps, a ~irst engine speed and load map haviny stored values as a function of the first fuel, and a second engine speed and load map having stored values as a function of the second fuel.
The invention is described further, by way of illustration, with reference to the accompanying drawings, in which:
Figure 1 is a schematic diagram, partly in block form and cross-section, of a fuel supply system for an internal combustion engine in accordance with an embodiment of this invention;
Figure 2 is a block logic flow diagram of a method for controlling the amount of fuel mixture, having more than one fuel type, in accordance with an embodiment of this invention;
Figures 3A and 3B show a more detailed block logic flow diagram than Figure 2 of a method for controlling the amount of fuel mixture, having more than one fuel typ~, in accordance with an embodiment of this invention;
Figure 4 is a graphical representation of sensor frequency versus percentage of methanol in the fuel mix~ure;
,:~
. ,..-. . '' ..
~'70~9 Figure 5 is a graphical representation o~ a spark interpolation factor versus percentage methanol in the fuel mixture; and Figure 6 is a graphical representation of a volatility interpolation fact:or for cold start and cold opQration fuel enrichment.
Referring to Figure 1, an internal combustion engine system 10 includes a fuel tank 11 which supplies fuel through a fuel pump 12 to the series connection o~
a fuel filter 13, a fuel press-lre reyulator 14 and a fuel intake port 15 to be combined with air ~or introduction into cylinder 16. The air ~low is throuyh an air cleaner 17 past an air flow meter 18 and past a throttle body 19 or an idle speed control air bypass valve 20. Exhaust gas recirculation flow is from an exhaust manifold 21 through a passage 22 to an exhaust gas recirculation valve 23 and then through the intake manifold 24 into the intake of the cylinder 16.
An optical sensor 25 monitors the index of refraction of the fuel flowing from fuel tank ll to fuel pump 12, fuel filter 13, pressure regulator 14, and fuel intake port 15. In particular, the composition o~ the return fuel from the pressure regulator 14 is measured by the optical sensor 25 and returned to the fuel tank 11.
Optical sensor 25 produces a voltage indicative o~ the amounts of two fuels in the fuel mixture passing from fuel presure regulator 14 to ~uel intake port 15. An optical sensor pick up structure for sensing the index of refraction of a fuel mixture to determine the proportion of two fuel types in the fluid mixture is taught, for example, in U.S. Patent No.
4,438,749 issued to Schwippert on March 27, 1984.
An electronic engine control module 26 includes a microprocessor which interprets input data from a number of sensors, and provides the prop~r actuator r~sponse. Table l shows the control module input sensor/switch nomenclature.
,, . :.
" .
:::: ;.
~ .
iL~ 7~ 3 SENSOX/SWITCH NOMECLATURE
PIP Profile Ignation Pick~up TP Throttle Angle Position ECT Engine Coolant, Temperature VAF Vane Air Flow Sensor (Inducted Engine Air A/C Air Condition Clutch (On or Off Switch) N/D Neutral/Drive Switch VAT Vane Air Tempe,rature Based on information received from the sensors listed in Table 1, the electronic control module 26 provides an output signal to the idla speed control air bypass valve 20, fuel intake ports 15 and spark timing.
Control of engine operation by an electronic control module is taught in U.S. 3,969,614 issued to Moyer et al on July 13, 1976.
In operation, an electronic engine control strategy of control module 26 is used to operate an internal combustion engine. Ths control strategy is divided into two portions: a base engine strategy and a modulator strategy.
The base engine strategy provides the control logic for a fully warmed engine during city and highway driving. The base engine strategy is divided into the following five exclusive engine operating modes, to achieve optimum driving condition:
1. Crank mode
2. Underspeed mode
3. Closed throttle mode
4. Part throttle mode
5. Wide open throttle mode ~.- , :` , ~ ~; ' . !
, ` "`"~` ' `'~
.' . .
~ ' ,, ~7~ 3 The closed throttle, part throttle, and wide open throttle mode are considered parts of the engine run mode. A mode 6cheduler in the computer determines which mode currently exists. The moclulator stra~egy modifies the base engine strategy to correct for uncommon or transient engine operating conclitions. These include cold and excessively hot engine temperatures.
In accordance with an embodiment of this invention, a flexible fuel strategy is part of the ba~e engine strategy. This flexible fuel strategy calculate~
a desired air/fuel ratio of a f`uel mixture of ga601ine and alcohol based on the percentage of alcohol, and determines the correct spark timinq and fuel amount for the various engine operating modes.
The flexible fuel strategy allows an internal combustion engine to operate on any fuel mixture oP
alcohol and gasoline, such as methanol and gasoline, or ethanol and gasoline. Since methanol and gasoline have different combustion burn rate~, volumetric energy content, vapor pressure, octane, and heat of vaporization, the strategy changes engine operating parameters, such as air bypa6s, fuel flow, and ignition timing to provide op~imum engine operation. The two fuels each have unique physical propertie6, such as refractive index, that can be detected by a 6ensor. The refractive index behaves in a predictable manner when the two fuels are mixed. The fuel tank can be fully or partially filled with, for example, methanol or gasoline in any proportion. The desired air/fuel ratio may be optimized for 6uch engine operating characteristics as fuel economy and drivea~ility.
Optical sensor 25 provides an output signal, which characterizes the index of refraction by a frequency, to the electronic engine control module 26.
The flexible fuel strategy synchronizes the output from ~, ,, :, ~7~ 3 op~ical sensor 25 with an internal machine clock of the engine control module 26 to generate a frequency characterizing the optical sensor output signal. For example, as shown in block 72 of Fig. 3~, the frequency can be equal to one divided by the product of two times the difference (DELMG) between the pre~ent machine time of electronic engine control module 26 (i.e. the end of a pulse), and the last machine interrupt time from the optical sensor's output (i.e. the beginning of the pulse). The frequency thus calculated characterizes the percentage of methanol (PM) in the fuel mixture. The following equation is used in the 60ftware calculation:
PM ~ FMS) x FN414) + (FMS x FPM) wherein: PM = Percentage methanol FN414 = Predetermined relationship between the percentage of methanol and the sensor frequency (see Fig. 4) FPM = Predicted or known percen~age of methanol FMS is chosen to be a constant value of either o or 1 and allows the percentage of methanol to be calculated by the known percentage methanol value (FPM) or by a sen60r value. When FMS equals 0, the percentage of methanol is determined by the output signal of optical sensor 25.
When FMS equal6 1, the electronic engine control module calculates the percentage of methanol based on the known percentage methanol value (FPM).
The stoichiometric air fuel ratio (AFR1) i6 then calculated based on percentage methanol. This calculation is linearly interpolated between the stoichiometric value Gf 6.4 for methanol and 14.6~ ~or gasoline.
Where: AFRl = calculated air fuel ratio for stoichiometry = (6.4 x PM) ~ (14.64 x (l-PM)) '- :
The general flow diagram for the ~lexible fuel st~ategy i8 shown in Fig, 2, ~lock 50 determines the frequency output of optical sensor 25 in respon6e to the composition fuel mixture, The logic flow then goes to block 51 which determines the percentage of alcohol in the fuel mixture as a function of frequency of the output o~ optical sensor 25, Logic ~:Low conti~ue~ to block 52 which determine~ the air fuel ratio of the fuel mixture for optimum engine operation. The flexible ~uel strategy is stored in the background routine modules o~ the control strategy. Tables 2 and 3 give the definition o~
all the variable names used in this strategy and shown in Fig. 3A and Fig. 3~.
AFRl Stoichiometric Air Fuel Ratio AO Fuel Injector Slope LBMF/Sec ARCHG ~ir Charge Per Intake LBMA/Intake Stroke AVAMVL Average Vane Air Me~er LBS/Min Value (Intake Air Flow) BASEPW Injecto~s Base Pulsewidth Sec CARCHG Cranking ~ir Charge Per LBMA/Intake Intake Stroke CR~NKING PW Injectors Cranking Sec Pulsewidth DELMG Time Del~a for Methanol/ Sec Ga~oline Sensor Input 30 ECT Engine Coolant Temperature Degree6 F
EFIPW Final Injectors Pulfiewidth Sec EM Enrichment Mul~iplier . , : .
" , , ;1~7~ 3 FMS Forced Methanol Sen~or Value FP~ F'orced Peecentage of %
Methanol 5 KSl Spark Adder Degrees N Engine Speed RPM
OFFSET Injector Pul6ewidth Sec off~et PM Percentage Methanol %
10 SAF Fi.nal Spark Advance Degrees TFCHG Transient Fuel Sec/Inj Pulsewidth WOTEN Wide Open Throttle Fuel Enrichment Multiplier 15 Y Normal Part Throttle Spark Multiplier NAMæ DEFINITION
FN136 Cold Air Spark Adder Ba6ed on Inlet Temperature FN137 Normalized Spark Multiplier Based on Percent~ge Methanol FN139 Wide Open Throttle Spark Adder Based on Engine Speed FN349 Cranking Fuel Enrichment Multiplier for Methanol Based on ECT
FN350 Cranking Fuel Enrichment ~ultiplier for Ga~oline Based on ECT
FN351 Volatility Interpolation Function Based on Percentage Methanol FN414 Mutliplier for Percentage of Methanol Ba~ed on Sensor Frequency FN900 Gasoline Fuel Enrichment Mul~iplier for a Cold Eng:ine Based on ~CT Input " ~
: ' ' ' ,.;' -.
1~'7~:3~1L5~3 FN901 Lean Fuel Multiplier for Methanol as a Function of Engine Speed and Load FN905 Lean Fuel Multiplier for Gasoline as a Function of Engine Speed and Load FN908 Fuel Enrichment Multiplier - as a Function of ECT and Time Since Crank FN910 MBT Base Spark Advance Table for Gasoline as a Function of Engine Speed and Load FN912 Cold Spark Advance ~dcler Table as a Function of ECT and Load FN913 EGR Spark Advance Adder Table Based on Engine Speed and Load FN919 MBT Base Spark Advance Table for Methanol as a Function of Engine Speed and Load F~9~9 Methanol Fuel Enrichment Multiplier ~or Cold Engine Based on ECT Input Fig6. 3A and 3B ~how the particular equations and the logical sequence which are part of the flexible fuel strategy. Blocks 70 through 88 are sequentially lo~ically coupled to the next block in numerical order.
Block 89 is coupled back to block 70. Each of blocks 71 ~hrough 88 also ha~ an output coupled back to block 70 which performs an overall management of the logic ~low.
CTVlA block 72 is used to convert sensor input values to engineering units and correlates the methanol sensor output with the percentage methanol. Fun~tion FN414, shown in Fig. 4, show6 the correlation between the sensor ~requency and the percentage methanol. Optimum air fuel ratio is calculated based on the percentage of methanol. This percentage is normalized to a value between zero and one. The normalized value is used to interpolate between the amount of ~uel necessary if the mixture were entirely yasoline or entirely methanol.
. ,.~ ~ .
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~7~3~;;'3 Fuel 1 block 79 i6 used to calculate the cranking and base fuel pulsewidth of a signal used to activate a fuel injector. The block calculates the cranking fuel pulsewidth by using the value o~
stoichiometric air fuel ratio (AFR1), enrichment multiplier (EM) and cranking air charge per intake stroke (CARCHG) as shown in Fig. 3A. The enrichment multiplier is temperature and fuel composition dependent where the enrichment value decreases ~s ~FRl or engine temperature increase6.
During the cranking mode of engine operation, a desired air fuel ratio is establi6hed and a predetermined function relates the amount of fuel needed as a function of engine operating temperature. The amount of fuel mixture i8 compensated to take into accoun~ the different volatility of the fuel mixture constituents at different engine operating temperatures. First, the amount of methanol needed for a desired air fuel ratio at the engine operating ~emperature is determined. Second, the amount o~ gasoline needed Eor a desired air fuel ratio at the engine operating temperature is determined. Then there is an interpola~ion between the amount6 of gasoline and methanol determined as a function of the percentage of methanol in the actual fuel mixture.
The fuel injector pu.lsewidth equation for use in the crank mode i~ shown in Fuel 1 block 79 of Fig. 3A.
The pul ewidth decrease6 in value as the stoichiometric air fuel ratio increases. The cranking pulsewidth i~
determined by the equation:
Cranking PW = (CARCHG/(AFRl x 4 x AO)) x EM
The final pulsewidth for the cranking mode is:
EFIPW = Cranking PW
The fuel injector pulsewidth equation for use in the run mode is shown in Fuel 3 block 80 of Fig. 3B. The pulsewidth is based on the lean multiplier, AFRl, BASEP~, and ARCHG value as shown in Figs. 3A and 3B. The lean multiplier is obtained by interpolating between methanol and gasoline fuel table6 for the desired equivalence ratio. These tables indicate the amount of fuel necessary for a desired air fuel ratio as a function of engine speed and load. The lean multiplier is equal to (l-PM) + FN901 + FN905 * PM, where PM is the percent methanol and the functions FN 901 and FN905 take into account differences in the flammability limits of fuel mixture6 with various percentages o~ methanol. This equation produces a linear interpolation between functions defining desired air fuel ratio~ of the first and second fuels (i.e. FN901 and FN905). The fuel pulsewidth mofidier equation of block eo is equal to FN908 * (FN900 * E'N351 + (1-FN351) * FN 929) * WOTEN *
LEAN MULTIPLIER. This equation produce6 a non-linear interpolation between the cold fuel enrichment functions (FNsoo and FN929) through the use of a non linear function FN351. In particular, a6 defined in Table 3, FN908 is a fuel enrichment multiplier a~ a function of engine coolant temperature and time duration since last engine cranking, FN900 i~ a gasoline fuel enrichment multiplier for a cold engine based on engine coolant temperature input, and FN929 i~ a methanol fuel enrichment multiplier for cold engine based on engine coolant temperature input. Fig. 6 i6 a graphical description of the volatility interpolation factor as a non linear function, FN~51, of the percentage methanol of the fuel mixture.
During the run mode of engine operation, a desired air fuel ratio is established and a predetermined function relates the amount of fuel needed a6 a function of engine speed, engine load and engine operating temperature. The amount of fuel mixture is compensated to take into account the different ~olatility and ' ~, .. ."
~L~ 70~ 3 - 13 _ flammability limits of the fuel mixture constituents at different engine operating temperatures. First, the amount of gasoline needed for the desired air fuel ratio at a particular engine speed and load is determined.
Second, the amount of methanol needed for the desired air fuel ratio at a particular engine speed and load is determined. Then there is an interpolation between the amounts of gasoline and methanol determined as a function of the percentage of methanol in the actual fuel mixture. Functions FN901 and FN905 take into account the difference in flammability limits.
The spark advance is calculated in block 86 by interpolating between the de6ired spark advance for methanol (FN919) and the desired spark advance for gasoline (FN910) based on percentage methanol. Each spark table shows desired spark advantage a~ a function of engine speed and load. That i8, controlling the amount of spark advance for such a fuel mixture includes sensing a parameter related to the percentage of one of the fuels in the fuel mixture, determining a base spark advance, and adjusting ~he base spark advance as a function of the percentage.
Refering to Fig. 5, function F~137 graphically illustrates a non linear spark interpolating function for compensating ~park timing as a function o~ percentage methanol in the fuel mixeure. The spark interpolating function has a sub~tantial change between 0% and 50% of methanol in the fuel mixture and very little change between 50~ an~ lOo~ of methanol in the fuel mixture. In ~o part, the spark interpolating function of FN137 takes into account the non linear effects the burn rate and octane of fuel mixtures having different percentages of methanol. The non linear 6park interpolating function is used in accordance with the equation illustrated in block 36 of Fig. 3B:
. ..
, ~ , .
:
)1S3 Spark Advance Factor (SAF) - (FN137 * FN919 = (1-FN137) * FN910) ~ FN136 ~ FN913 + FN139 + FN912 + KSl As noted in Table 3, FN919 provide6 the desired spark advance for methanol as a function of engine speed and load.
During the crank mode, the spark advance i6 advantageously a fixed value such as for example, 10 before top dead center of piston and cylinder relative positionR. During the run mod~e, the spark advance is dependent upon predetermined factors which are functions of the temperature o~ the air entering the engine, the percentage of methanol in the fuel mixture, the engine ~peed, the engine load, and the engine coolant temperature.
It may be advantaqeous to use fuel composition sensor~ other than optical sensor6. For example, fuel composition sensor6 may be based on the dielectric constant of the fuel mixture. Alte~natively, by monitoring the fuel quantity and type introduced into the fuel mixture, the fuel mixture composition can be calculated and the information supplied to the electronic engine control module. Engine operation can also be csntrolled using feedback engine control in combination with such engine oper~ing parameter ~ensors a6 exhaust gas oxygen sensors or combu6tion pressure sen60rs. That is, determining the percentage of the first ~uel in the fuel mixture can be deduced from characteristics of engine operation in response to applied engine control parameters.
Various modifications and variations will no doubt occur to those skilled in the arts to which this invention pertains. For example, the particular processing of the signals from the fuel composition ..
. :..
, :.,,. ;... `
31 ;~ 7~ 9 sensor may be varied from that disclosed herein. These and all other variations which basically rely on the teachingfi through which this disclosure haæ advanced the art are properly conæidered within the scope of thiæ
invention.
,, ~
.
'
, ` "`"~` ' `'~
.' . .
~ ' ,, ~7~ 3 The closed throttle, part throttle, and wide open throttle mode are considered parts of the engine run mode. A mode 6cheduler in the computer determines which mode currently exists. The moclulator stra~egy modifies the base engine strategy to correct for uncommon or transient engine operating conclitions. These include cold and excessively hot engine temperatures.
In accordance with an embodiment of this invention, a flexible fuel strategy is part of the ba~e engine strategy. This flexible fuel strategy calculate~
a desired air/fuel ratio of a f`uel mixture of ga601ine and alcohol based on the percentage of alcohol, and determines the correct spark timinq and fuel amount for the various engine operating modes.
The flexible fuel strategy allows an internal combustion engine to operate on any fuel mixture oP
alcohol and gasoline, such as methanol and gasoline, or ethanol and gasoline. Since methanol and gasoline have different combustion burn rate~, volumetric energy content, vapor pressure, octane, and heat of vaporization, the strategy changes engine operating parameters, such as air bypa6s, fuel flow, and ignition timing to provide op~imum engine operation. The two fuels each have unique physical propertie6, such as refractive index, that can be detected by a 6ensor. The refractive index behaves in a predictable manner when the two fuels are mixed. The fuel tank can be fully or partially filled with, for example, methanol or gasoline in any proportion. The desired air/fuel ratio may be optimized for 6uch engine operating characteristics as fuel economy and drivea~ility.
Optical sensor 25 provides an output signal, which characterizes the index of refraction by a frequency, to the electronic engine control module 26.
The flexible fuel strategy synchronizes the output from ~, ,, :, ~7~ 3 op~ical sensor 25 with an internal machine clock of the engine control module 26 to generate a frequency characterizing the optical sensor output signal. For example, as shown in block 72 of Fig. 3~, the frequency can be equal to one divided by the product of two times the difference (DELMG) between the pre~ent machine time of electronic engine control module 26 (i.e. the end of a pulse), and the last machine interrupt time from the optical sensor's output (i.e. the beginning of the pulse). The frequency thus calculated characterizes the percentage of methanol (PM) in the fuel mixture. The following equation is used in the 60ftware calculation:
PM ~ FMS) x FN414) + (FMS x FPM) wherein: PM = Percentage methanol FN414 = Predetermined relationship between the percentage of methanol and the sensor frequency (see Fig. 4) FPM = Predicted or known percen~age of methanol FMS is chosen to be a constant value of either o or 1 and allows the percentage of methanol to be calculated by the known percentage methanol value (FPM) or by a sen60r value. When FMS equals 0, the percentage of methanol is determined by the output signal of optical sensor 25.
When FMS equal6 1, the electronic engine control module calculates the percentage of methanol based on the known percentage methanol value (FPM).
The stoichiometric air fuel ratio (AFR1) i6 then calculated based on percentage methanol. This calculation is linearly interpolated between the stoichiometric value Gf 6.4 for methanol and 14.6~ ~or gasoline.
Where: AFRl = calculated air fuel ratio for stoichiometry = (6.4 x PM) ~ (14.64 x (l-PM)) '- :
The general flow diagram for the ~lexible fuel st~ategy i8 shown in Fig, 2, ~lock 50 determines the frequency output of optical sensor 25 in respon6e to the composition fuel mixture, The logic flow then goes to block 51 which determines the percentage of alcohol in the fuel mixture as a function of frequency of the output o~ optical sensor 25, Logic ~:Low conti~ue~ to block 52 which determine~ the air fuel ratio of the fuel mixture for optimum engine operation. The flexible ~uel strategy is stored in the background routine modules o~ the control strategy. Tables 2 and 3 give the definition o~
all the variable names used in this strategy and shown in Fig. 3A and Fig. 3~.
AFRl Stoichiometric Air Fuel Ratio AO Fuel Injector Slope LBMF/Sec ARCHG ~ir Charge Per Intake LBMA/Intake Stroke AVAMVL Average Vane Air Me~er LBS/Min Value (Intake Air Flow) BASEPW Injecto~s Base Pulsewidth Sec CARCHG Cranking ~ir Charge Per LBMA/Intake Intake Stroke CR~NKING PW Injectors Cranking Sec Pulsewidth DELMG Time Del~a for Methanol/ Sec Ga~oline Sensor Input 30 ECT Engine Coolant Temperature Degree6 F
EFIPW Final Injectors Pulfiewidth Sec EM Enrichment Mul~iplier . , : .
" , , ;1~7~ 3 FMS Forced Methanol Sen~or Value FP~ F'orced Peecentage of %
Methanol 5 KSl Spark Adder Degrees N Engine Speed RPM
OFFSET Injector Pul6ewidth Sec off~et PM Percentage Methanol %
10 SAF Fi.nal Spark Advance Degrees TFCHG Transient Fuel Sec/Inj Pulsewidth WOTEN Wide Open Throttle Fuel Enrichment Multiplier 15 Y Normal Part Throttle Spark Multiplier NAMæ DEFINITION
FN136 Cold Air Spark Adder Ba6ed on Inlet Temperature FN137 Normalized Spark Multiplier Based on Percent~ge Methanol FN139 Wide Open Throttle Spark Adder Based on Engine Speed FN349 Cranking Fuel Enrichment Multiplier for Methanol Based on ECT
FN350 Cranking Fuel Enrichment ~ultiplier for Ga~oline Based on ECT
FN351 Volatility Interpolation Function Based on Percentage Methanol FN414 Mutliplier for Percentage of Methanol Ba~ed on Sensor Frequency FN900 Gasoline Fuel Enrichment Mul~iplier for a Cold Eng:ine Based on ~CT Input " ~
: ' ' ' ,.;' -.
1~'7~:3~1L5~3 FN901 Lean Fuel Multiplier for Methanol as a Function of Engine Speed and Load FN905 Lean Fuel Multiplier for Gasoline as a Function of Engine Speed and Load FN908 Fuel Enrichment Multiplier - as a Function of ECT and Time Since Crank FN910 MBT Base Spark Advance Table for Gasoline as a Function of Engine Speed and Load FN912 Cold Spark Advance ~dcler Table as a Function of ECT and Load FN913 EGR Spark Advance Adder Table Based on Engine Speed and Load FN919 MBT Base Spark Advance Table for Methanol as a Function of Engine Speed and Load F~9~9 Methanol Fuel Enrichment Multiplier ~or Cold Engine Based on ECT Input Fig6. 3A and 3B ~how the particular equations and the logical sequence which are part of the flexible fuel strategy. Blocks 70 through 88 are sequentially lo~ically coupled to the next block in numerical order.
Block 89 is coupled back to block 70. Each of blocks 71 ~hrough 88 also ha~ an output coupled back to block 70 which performs an overall management of the logic ~low.
CTVlA block 72 is used to convert sensor input values to engineering units and correlates the methanol sensor output with the percentage methanol. Fun~tion FN414, shown in Fig. 4, show6 the correlation between the sensor ~requency and the percentage methanol. Optimum air fuel ratio is calculated based on the percentage of methanol. This percentage is normalized to a value between zero and one. The normalized value is used to interpolate between the amount of ~uel necessary if the mixture were entirely yasoline or entirely methanol.
. ,.~ ~ .
,~" ~
~7~3~;;'3 Fuel 1 block 79 i6 used to calculate the cranking and base fuel pulsewidth of a signal used to activate a fuel injector. The block calculates the cranking fuel pulsewidth by using the value o~
stoichiometric air fuel ratio (AFR1), enrichment multiplier (EM) and cranking air charge per intake stroke (CARCHG) as shown in Fig. 3A. The enrichment multiplier is temperature and fuel composition dependent where the enrichment value decreases ~s ~FRl or engine temperature increase6.
During the cranking mode of engine operation, a desired air fuel ratio is establi6hed and a predetermined function relates the amount of fuel needed as a function of engine operating temperature. The amount of fuel mixture i8 compensated to take into accoun~ the different volatility of the fuel mixture constituents at different engine operating temperatures. First, the amount of methanol needed for a desired air fuel ratio at the engine operating ~emperature is determined. Second, the amount o~ gasoline needed Eor a desired air fuel ratio at the engine operating temperature is determined. Then there is an interpola~ion between the amount6 of gasoline and methanol determined as a function of the percentage of methanol in the actual fuel mixture.
The fuel injector pu.lsewidth equation for use in the crank mode i~ shown in Fuel 1 block 79 of Fig. 3A.
The pul ewidth decrease6 in value as the stoichiometric air fuel ratio increases. The cranking pulsewidth i~
determined by the equation:
Cranking PW = (CARCHG/(AFRl x 4 x AO)) x EM
The final pulsewidth for the cranking mode is:
EFIPW = Cranking PW
The fuel injector pulsewidth equation for use in the run mode is shown in Fuel 3 block 80 of Fig. 3B. The pulsewidth is based on the lean multiplier, AFRl, BASEP~, and ARCHG value as shown in Figs. 3A and 3B. The lean multiplier is obtained by interpolating between methanol and gasoline fuel table6 for the desired equivalence ratio. These tables indicate the amount of fuel necessary for a desired air fuel ratio as a function of engine speed and load. The lean multiplier is equal to (l-PM) + FN901 + FN905 * PM, where PM is the percent methanol and the functions FN 901 and FN905 take into account differences in the flammability limits of fuel mixture6 with various percentages o~ methanol. This equation produces a linear interpolation between functions defining desired air fuel ratio~ of the first and second fuels (i.e. FN901 and FN905). The fuel pulsewidth mofidier equation of block eo is equal to FN908 * (FN900 * E'N351 + (1-FN351) * FN 929) * WOTEN *
LEAN MULTIPLIER. This equation produce6 a non-linear interpolation between the cold fuel enrichment functions (FNsoo and FN929) through the use of a non linear function FN351. In particular, a6 defined in Table 3, FN908 is a fuel enrichment multiplier a~ a function of engine coolant temperature and time duration since last engine cranking, FN900 i~ a gasoline fuel enrichment multiplier for a cold engine based on engine coolant temperature input, and FN929 i~ a methanol fuel enrichment multiplier for cold engine based on engine coolant temperature input. Fig. 6 i6 a graphical description of the volatility interpolation factor as a non linear function, FN~51, of the percentage methanol of the fuel mixture.
During the run mode of engine operation, a desired air fuel ratio is established and a predetermined function relates the amount of fuel needed a6 a function of engine speed, engine load and engine operating temperature. The amount of fuel mixture is compensated to take into account the different ~olatility and ' ~, .. ."
~L~ 70~ 3 - 13 _ flammability limits of the fuel mixture constituents at different engine operating temperatures. First, the amount of gasoline needed for the desired air fuel ratio at a particular engine speed and load is determined.
Second, the amount of methanol needed for the desired air fuel ratio at a particular engine speed and load is determined. Then there is an interpolation between the amounts of gasoline and methanol determined as a function of the percentage of methanol in the actual fuel mixture. Functions FN901 and FN905 take into account the difference in flammability limits.
The spark advance is calculated in block 86 by interpolating between the de6ired spark advance for methanol (FN919) and the desired spark advance for gasoline (FN910) based on percentage methanol. Each spark table shows desired spark advantage a~ a function of engine speed and load. That i8, controlling the amount of spark advance for such a fuel mixture includes sensing a parameter related to the percentage of one of the fuels in the fuel mixture, determining a base spark advance, and adjusting ~he base spark advance as a function of the percentage.
Refering to Fig. 5, function F~137 graphically illustrates a non linear spark interpolating function for compensating ~park timing as a function o~ percentage methanol in the fuel mixeure. The spark interpolating function has a sub~tantial change between 0% and 50% of methanol in the fuel mixture and very little change between 50~ an~ lOo~ of methanol in the fuel mixture. In ~o part, the spark interpolating function of FN137 takes into account the non linear effects the burn rate and octane of fuel mixtures having different percentages of methanol. The non linear 6park interpolating function is used in accordance with the equation illustrated in block 36 of Fig. 3B:
. ..
, ~ , .
:
)1S3 Spark Advance Factor (SAF) - (FN137 * FN919 = (1-FN137) * FN910) ~ FN136 ~ FN913 + FN139 + FN912 + KSl As noted in Table 3, FN919 provide6 the desired spark advance for methanol as a function of engine speed and load.
During the crank mode, the spark advance i6 advantageously a fixed value such as for example, 10 before top dead center of piston and cylinder relative positionR. During the run mod~e, the spark advance is dependent upon predetermined factors which are functions of the temperature o~ the air entering the engine, the percentage of methanol in the fuel mixture, the engine ~peed, the engine load, and the engine coolant temperature.
It may be advantaqeous to use fuel composition sensor~ other than optical sensor6. For example, fuel composition sensor6 may be based on the dielectric constant of the fuel mixture. Alte~natively, by monitoring the fuel quantity and type introduced into the fuel mixture, the fuel mixture composition can be calculated and the information supplied to the electronic engine control module. Engine operation can also be csntrolled using feedback engine control in combination with such engine oper~ing parameter ~ensors a6 exhaust gas oxygen sensors or combu6tion pressure sen60rs. That is, determining the percentage of the first ~uel in the fuel mixture can be deduced from characteristics of engine operation in response to applied engine control parameters.
Various modifications and variations will no doubt occur to those skilled in the arts to which this invention pertains. For example, the particular processing of the signals from the fuel composition ..
. :..
, :.,,. ;... `
31 ;~ 7~ 9 sensor may be varied from that disclosed herein. These and all other variations which basically rely on the teachingfi through which this disclosure haæ advanced the art are properly conæidered within the scope of thiæ
invention.
,, ~
.
'
Claims (10)
1. A method for controlling operation of an internal combustion engine using a fuel mixture, including a first and a second fuel of different volatility and volumetric energy content, wherein said method includes controlling the spark advance during open and closed loop engine control operation by the steps of:
sensing a parameter related to the percentage of the first fuel in the fuel mixture;
determining the percentage of the first fuel in the fuel mixture during open and closed loop engine control operation; and determining a base spark advance as a function of percentage of the first fuel to achieve a stoichiometric engine operating condition, by adjusting the base spark advance of engine operating conditions using two predetermined engine speed and load maps, a first engine speed and load map having stored values as a function of the first fuel, and a second engine speed and load map having stored values as a function of the second fuel.
sensing a parameter related to the percentage of the first fuel in the fuel mixture;
determining the percentage of the first fuel in the fuel mixture during open and closed loop engine control operation; and determining a base spark advance as a function of percentage of the first fuel to achieve a stoichiometric engine operating condition, by adjusting the base spark advance of engine operating conditions using two predetermined engine speed and load maps, a first engine speed and load map having stored values as a function of the first fuel, and a second engine speed and load map having stored values as a function of the second fuel.
2. A method for controlling the operation of an internal combustion engine as recited in claim l wherein said sensing step includes detecting the index of refraction of the fuel mixture.
3. A method for controlling the operation of an internal combustion engine as recited in claim 2 wherein the first fuel is methanol.
4. A method for controlling the operation of an internal combustion engine as recited in claim 1 further comprising the step of determining the amount of fuel mixture to be provided during cranking of the internal combustion engine as a function of air temperature, percentage of the first fuel, engine speed, engine load, and engine coolant temperature.
5. A method for controlling the operation of an internal combustion engine as recited in claim 1 wherein the fuel mixture includes a first and a second fuel of different volumetric energy content, said method further comprising the steps of:
determining a first desired air fuel ratio for the first fuel;
determining a second desired air fuel ratio for the second fuel:
determining a third desired air fuel ratio for the fuel mixture as a function of the first desired air fuel ratio for the first fuel and the second desired air fuel ratio for the second fuel; and generating an output signal for controlling air fuel ratio as a function of the third desired air fuel ratio.
determining a first desired air fuel ratio for the first fuel;
determining a second desired air fuel ratio for the second fuel:
determining a third desired air fuel ratio for the fuel mixture as a function of the first desired air fuel ratio for the first fuel and the second desired air fuel ratio for the second fuel; and generating an output signal for controlling air fuel ratio as a function of the third desired air fuel ratio.
6. A method for controlling the operation of an internal combustion engine as recited in claim 5 wherein the step of determining a third desired air fuel ratio includes the step of:
interpolating between the first and second desired air fuel ratios for the first and second fuels to determine the third desired air fuel ratio for the fuel mixture.
interpolating between the first and second desired air fuel ratios for the first and second fuels to determine the third desired air fuel ratio for the fuel mixture.
7. A method for controlling the operation of an internal combustion engine as recited in claim 6 wherein the step of determining the first air fuel ratio includes determining the stoichiometric air fuel ratio for the first fuel, the step of determining the second air fuel ratio includes determining the stoichiometric air fuel ratio for the second fuel, and the step of determining the third air fuel ratio includes determining the stoichiometric air fuel ratio for the fuel mixture.
8. A method for controlling the operation of an internal combustion engine as recited in claim 7 wherein the step of sensing a parameter related to the percentage of one fuel in the fuel mixture includes:
measuring the index of refraction of the fuel mixture by an optical sensor positioned in the fuel mixture: and determining the frequency of an electrical output signal from the optical sensor positioned in the fuel mixture.
measuring the index of refraction of the fuel mixture by an optical sensor positioned in the fuel mixture: and determining the frequency of an electrical output signal from the optical sensor positioned in the fuel mixture.
9. A method for controlling the operation of an internal combustion engine as recited in claim 5, said method further including the steps of:
determining the amount of air charge per intake stroke of the internal combustion engine;
calculating a base amount of fuel mixture needed to achieve a desired air to fuel ratio at a desired air to fuel ratio of a predetermined engine operating condition; and modifying the base amount of fuel mixture needed to achieve the desired air to fuel ratio as a function of the temperature of the internal combustion engine and as a function of the percentage of the first fuel.
determining the amount of air charge per intake stroke of the internal combustion engine;
calculating a base amount of fuel mixture needed to achieve a desired air to fuel ratio at a desired air to fuel ratio of a predetermined engine operating condition; and modifying the base amount of fuel mixture needed to achieve the desired air to fuel ratio as a function of the temperature of the internal combustion engine and as a function of the percentage of the first fuel.
10. A method for controlling the operation of an internal combustion engine as recited in claim 9 wherein the step of calculating a base amount of fuel mixture needed to achieve a desired air to fuel ratio includes the step of calculating a base amount of fuel mixture needed to achieve a stoichiometric air to fuel ratio.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US826,959 | 1986-02-07 | ||
| US06/826,959 US4703732A (en) | 1986-02-07 | 1986-02-07 | Spark timing control of multiple fuel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1270159A true CA1270159A (en) | 1990-06-12 |
Family
ID=25247947
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000524327A Expired - Lifetime CA1270159A (en) | 1986-02-07 | 1986-12-02 | Spark timing control of multiple fuel engine |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US4703732A (en) |
| BR (1) | BR8700495A (en) |
| CA (1) | CA1270159A (en) |
Families Citing this family (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1213756B (en) * | 1987-12-28 | 1989-12-29 | Sprint Auto Spa | IMPROVED SYSTEM FOR THE PROMISCUOUS FEEDING OF EIGHT CYCLE ENGINES WITH ELECTRONIC INJECTION |
| JPH076430B2 (en) * | 1988-10-11 | 1995-01-30 | 日産自動車株式会社 | Fuel supply device for internal combustion engine |
| US5131228A (en) * | 1989-08-08 | 1992-07-21 | Fuji Jukogyo Kabushiki Kaisha | Control apparatus for a turbocharged alcohol engine |
| US6238381B1 (en) | 1990-11-01 | 2001-05-29 | Robert Tapper | Iontophoretic treatment system |
| US5550478A (en) * | 1991-03-12 | 1996-08-27 | Chrysler Corporation | Housing for flexible fuel sensor |
| US5150683A (en) * | 1991-03-12 | 1992-09-29 | Chrysler Corporation | Flexible fuel sensor system |
| JPH0510173A (en) * | 1991-07-04 | 1993-01-19 | Mitsubishi Electric Corp | Electronic controller of internal combustion engine |
| US5146882A (en) * | 1991-08-27 | 1992-09-15 | General Motors Corporation | Method and apparatus for cold starting a spark ignited internal combustion engine fueled with an alcohol-based fuel mixture |
| JPH05195839A (en) * | 1992-01-22 | 1993-08-03 | Mitsubishi Electric Corp | Electronic control unit for internal combustion engine |
| US5335637A (en) * | 1993-05-04 | 1994-08-09 | Chrysler Corporation | Energy adjust for a flexible fuel compensation system |
| US5415136A (en) * | 1993-08-30 | 1995-05-16 | Illinois Tool Works Inc. | Combined ignition and fuel system for combustion-powered tool |
| US6173692B1 (en) | 1997-06-20 | 2001-01-16 | Outboard Marine Corporation | Time delay ignition circuit for an internal combustion engine |
| US6003494A (en) * | 1998-08-31 | 1999-12-21 | Chrysler Corporation | Spark advance modifier based on a fuel modifier |
| US6491024B1 (en) | 2000-10-11 | 2002-12-10 | Ford Global Technologies, Inc. | System and method for cold start control of internal combustion engines |
| US7454285B2 (en) * | 2007-03-13 | 2008-11-18 | Ricardo, Inc. | Optimized flex fuel powertrain |
| DE102007023900A1 (en) * | 2007-05-23 | 2008-11-27 | Robert Bosch Gmbh | Method for determining a fuel composition |
| JP4483922B2 (en) * | 2007-09-26 | 2010-06-16 | トヨタ自動車株式会社 | Fuel deterioration detection device for internal combustion engine |
| FR2935443B1 (en) * | 2008-08-26 | 2011-05-06 | Peugeot Citroen Automobiles Sa | METHOD AND DEVICE FOR ADJUSTING A COMBUSTION PARAMETER OF AN ENGINE, RECORDING MEDIUM FOR THIS METHOD AND VEHICLE EQUIPPED WITH SAID DEVICE |
| US10519906B2 (en) * | 2015-01-15 | 2019-12-31 | ADVANCED FUEL DYNAMICS, Inc. | Native fuel module for spark ignition fuel injected engines |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3750635A (en) * | 1971-06-14 | 1973-08-07 | Caterpillar Tractor Co | Automatic adjustment for fuel rack stop |
| US4031864A (en) * | 1976-03-09 | 1977-06-28 | The United States Of America As Represented By The United States Energy Research And Development Administration | Multiple fuel supply system for an internal combustion engine |
| US4323046A (en) * | 1977-05-05 | 1982-04-06 | Stanley Barber | Dual fuel system for automobiles |
| NL191373C (en) * | 1980-07-15 | 1995-06-16 | Tno | Device for controlling the fuel supply to an internal combustion engine. |
| JPS5728831A (en) * | 1980-07-28 | 1982-02-16 | Nissan Motor Co Ltd | Fuel controller |
| US4391253A (en) * | 1980-10-29 | 1983-07-05 | Toyota Jidosha Kogyo Kabushiki Kaisha | Electronically controlling, fuel injection method |
| JPS5776256A (en) * | 1980-10-30 | 1982-05-13 | Toyota Motor Corp | Heating device for suction air |
| FR2542092B1 (en) * | 1983-03-03 | 1986-02-28 | Inst Francais Du Petrole | METHOD AND DEVICE FOR DETERMINING THE COMPOSITION OF AN ALCOHOL-PETROL MIXTURE, SUITABLE FOR AUTOMATIC ADJUSTMENT OF ENGINES FUEL COMBUSTIBLE WITH A VARIABLE ALCOHOL CONTENT |
| JPS59165840A (en) * | 1983-03-09 | 1984-09-19 | Toyota Motor Corp | Fuel injection control device for car using alcoholic fuel |
| JPS60116867A (en) * | 1983-11-29 | 1985-06-24 | Mitsubishi Motors Corp | Ignition timing controlling apparatus for internal- combustion engine |
| JPS6137451U (en) * | 1984-08-10 | 1986-03-08 | 三菱自動車工業株式会社 | Auxiliary fuel supply device for alcohol engine |
-
1986
- 1986-02-07 US US06/826,959 patent/US4703732A/en not_active Expired - Lifetime
- 1986-12-02 CA CA000524327A patent/CA1270159A/en not_active Expired - Lifetime
-
1987
- 1987-02-04 BR BR8700495A patent/BR8700495A/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| BR8700495A (en) | 1987-12-08 |
| US4703732A (en) | 1987-11-03 |
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